Yieldable barrier



Jan. 22, 1929.

E. D. SAWYER YIELDABLE BARRIER Filed Aug. 24, 1925 4 Sheets-Shag?, l

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Jan. 22, 1929.

E. D. SAWYER YIELDABLE BARRIER ,W W W, .m zo w m m fw s W 4 i.

Fired Aug. 24, 1925 Jan. 22, 1929. Q 1,699,545 v Y E. D. SAWYER YIELDABLE BARRIER Filed Aug. 24, 1925 4 Sheets-Sheet 4 Patented Jan. 22, 1929.

1,699,545 PATENT `r EMERSON ID.- SAW'YER, 0F CHICAGO, ILLINOIS.

. YIELDABLE BARRIER.

Application filed August 24, 1925. Serial No. ,52,081.

My invention relates to certain novel improvements in yieldable barriers equipped with a pay-out resistance, and has for its principal obj ect the provision of an improved yieldable barrier construction, which will not cause any material damage to the upper part of a vehicle should that vehicle strike thebarsrier netwofk as it is being lowered in-to its op,-

f the existent type when the net of the barrier is being lowered, causes the net to strike against the upper part of the machine and may result in a serious accident to the car and occupants. Yet if that same machine were to strike the barrier net, after it is fully lowered, the only result would be to effectually stop the car by the resistance of the net and its attached brakes. i

The present invention eliminates the above danger, by making it possible for the upper part of an impinging car to readily tear thei net loose at both ends and carry it along with the machine. This arrangement of parts which permits the barrier net to be readily pulled away from its end fastenings prevails in any position, but its fully lowered or operative position.

In this lowered position, the net if hit, brings into play the full pay-out braking resistance.

The practical use of thepresent invention is also illustrated in the following: In many cases at grade crossings and draw bridges, a car is driven up to the point of danger with the prospect of just getting across thecrossing, before the gate closes down and is thus `moving at a rather fast pace, when'just in front of the safety gate. Possibly they flash under the gate on the oncoming side of the point of danger and get trapped by the gate on the ,pif-going side. Such emergencies require that a carbe able to readily crash the gate,d in order to save the occupants. If they are facing theloarrier net on theoncomingside an-d the net is due to strike'the top of the ma. chine, then tearing the net loose and dragging it on across the crossing is far more preferable than decapitating one or more people. Like- Wise, if a motorist is facing the ofi'going gate and is already on the danger spot, his ability to tear the oHgoing net loose as it is coming down, will readily save him and the machine too. Thus it is seen that the general object of this invention is to insure emergency safety for the car driver, at a protected crossin and to make yieldable barriers fool proof. ther objects will appear hereinafter.

Theinvention consists in the combination and arrangements of parts hereinafter described and claimed.

This invention is an improvement over the yieldable barrier devices, disclosed in my previous applications for patents, on yielding or yieldable barriers, a list of which follows: Serial #525,236 filed Dec. 27, 1921, .Serial #573,753 filed July s, 1922, serial #639,366 med May 16, 1923, serial #639,365 filed May 16, 1923, Serial #18,189 (series of 1925) filed March 25, 1925, Serial #18,190 (series of 1925) liled March 25, 1925. y

The -invention will be best understood by reference to the accompanying drawings, forming a part of this specification, and in which Fig. 1 is a general perspective view of a yieldable barrier, .showing the net first in'its upper or inoperative posltion; second, in an intermediate position such as it passes OFFICE., Y

through when being lowered, and in line with the top of an automobile; and third, in its lowered or operative position, in front of the automobile chassis. v

Fig. 2 is a sectional side elevation, through the lower part of one of the columns.

Fig. 3 is a .sectional front view on the line A A of Fig. 2.

Fig. 4 is a sectional top view, direction of B B of Fig. 2.

Fig. 5 is a detailed top view of the connection sockets, shown in Figures 2, 3 and 4.

Fig. 6 is a detailed sectional side view of the connection socket-s.

Referring particularly. to Fig. 1, 1 and 1a in'dicate columns or standards located one on each side of a roadway, 2 indicates a portal connecting the columns 1 and 1a and 3 indicates a cable net, stretched between the Columns 1 and 1UL and operatively movable into positions 3al and 3b. `The net 3 is lowered into position 31l when the point of danger which the barrier is protecting is to be closed to traffic. Should an automobile 4 strike the net 3 in its operative position 3a, the net is looking in the run out bringing into play, braking resistance mechanism attached to the net at both ends of 3a, and Within the columns 1 and 1a.

The net 3 is supported in its approximate horizontal position across the roadway by breakable suspension devices 6, attached to the faces of carriages 5. These carriages 5 can be made to slide vertically simultaneous within the columns 1 and 1a, and serve as the means to raise or lower they net 3, in a horizontal position.

' lWhen the net 3 has momentarily assumed some intermediate position such as 3b in line with the top of a moving automobile 4 and is struck, the readily breakable suspension devices 6, which are attached to the faces of the carriages 5 are broken, and the net 3 is carried along with the undamaged car 4. Tt is seen that if the car 4 strikes the net- 3 when in the position 3*", the chassis, fra-me, bumper or radiator of the car 4, impinges on the net and the heavy retarding or braking force exerted by the net merely acts to stop the car. The impact on car 4 in this casel is along the line of its greatest weight, or near thecenter of its mass, thus 4in this case there can be very little damage to the front of the machine and no injury to the occupants, as

the parts in Contact with the net at the 3a position, can withstand such a shock.V

Now referring to Fig. 2. This view shows the carriage 5 with-themet 3 attached to its face by means of'breakable connections 6 and flexible cable connections 7, leading from the net 3 to male connectionsockets 8. These male sockets 8 are held lightly in position by let-go supporting devices 9. The carriage 5 is shown equipped with rollerslO, which per- -mit of readily moving carriage 5 vertically in the column-1. Instead' of the carriage 5 being directly connected to the iiexible operating member 11, the carriage 5, is slidably mounted within a frame 12', which moves vertically in the`column 1 carrying the carriage 5 with it, for a purpose hereinafter described.

The male ,connection sockets'8 are shown locked vwithin female connection sockets 13, which in turn are held lightly in position on the face of-drum box `14, by means of let-go supporting devices 15, and fair-leader sockets 16.1

The braking apparatus and devices within the druinbox 14 consist ofl reserve `cable drums, brake wheel, brake band, tightening devices, lbrake releasing devices, synchronizing gears and recoiling drum, as disclosed inmy previous application for patent. y

In the present invention, I prefer to keep the retarding braking devices, or the drum box 14,-stationary near the base of the column toserve its purpose only when the net 3 has been fully lowered to an operative position across the roadway, or in such a positionthat the sockets 8 and I13 engage one another se G5 curely.

Sockets 13 attached to the face of box 14, are secured to the reserve pay-out cables within box 14, and project forward within the carriage 5. It is obvious that the bottom and intermediate horizontal ribs of carriage `5 must be cut away as shown in Fig. 4 to permit of clearance, as the carriage 5 is lowered into an operative position as shown in Fig. 2, with the box 14 4just behind it. If the barrier net 3 is struck by car 4, when the net 3 is in an op-erative or lowered posi- 4 tion, as shown in Fig. 2and as 3a in lFig. 1, the operation of the several devices is as follows: The cross bar attheend of the net 3 pulling away from carriage 5 breaks the light suspension connections 6, the cables 7 become taut, ,the male sockets 8 pull outwardly on the female sockets 13, thus putting the attached reserve cables in motion and these in turn function the braking apparatus, as described in my previous application for barrier patents. When the sockets 8 and 13 are made to move outwardly, through the openings in carriage 5, the supporting devices 9 and 15 will automatically unlock themselves from their relative sockets, due to a slotted pull-out connection as shown in Fig. 5 and Fig. 6.

' Tf the net 3 is struck, before the carriage 95 5 is full lowered, or in aposition indicated by 31 o Fig. 1, then the male sockets 8 are not yet within the female sockets 13 and no connection is made tothe heavy braking resistance within the drum box 14. Thus in 100 striking the net before it is fully lowered, the car 4 is only requiredy to pull out the links 6 and unhook the sockets 8 from their supports 9, which requires a negligible force Awhen applied near the center line of the net.

After the net 3 has been hit when in a partially lowered position, as indicated by 3" of Fig. 1 and torn loose, it is necessary to replace only the net end connections. This operation'consists merely of replacing /the 110 links 6 and hooking the supports 9 to the sockets 8f If the net 3 has been hit and run out, when in a fullyA lowered position, then to return the barrier parts to their relatively proper positions, it is necessary to replace the parts the same as above and in addition recoil the reserve cables within the box 14 and hook the supports 15 to the sockets 13. The recoiling of the reserve cables may be accomplished mechanically by means of recoil nection between sockets 8 and 13. The .flexible operating means 11 is actuated by motor power at some remote part of the barrier and this motive' power may be regulated suficiently correct, se that the member 11 can be stopped accurately at the same spot during each operation of the barrier. In 4that case the flexible member 11 is attaclied to the top and bottom of carriage 5 directly.

Provision lis made though for the possi.

' bility of the flexible member 11, not being stopped accurately at the same lower limit during each operation of the barrier. This provision consists of slidably mounting carriage 5 within a fra-me 12/and attaching. a exible driving member I11 at both the top and bottom of frame 12, at ythe points 12- and 12b. With this latter arrangement, the carriage 5 may be made to stop each time it Aoperates at the same positive spot, by stopper 18, so as to properly engage the/sockets 8 and 13, and at the same time permitting frame 12 to coast by toa lower stop limit. The top of frame 12 can move therefore to within a short distance of the top of carriage 5, as at 5* of Fi 3. As the frame 12 is raised again by the exible member 11, it then picks up the carriage 5 at the proper point, ascarriage 5 is secured to frame 12 by means of springs 19. These springs are extended on the downward trip of frame 12 and, carriage 5. Carriage 5 is held in position on stopper 18, while the frame 12 drifts lower. Lug 12c is made to engage the lugs 5 and 5b during the up and down movements of carriage 5 within frame 12, and also restrict the distance carriage 5 can move within the frame 12.

Referring now to Fig. 3. This figure shows a front view of the carriage 5 mounted within the frame 12 and K both parts slidably mounted within the column 1.

The flexible driving member 11 is attached to the frame 12 at 12a and 12b byspring devices 11a, to eliminate the shockof sudden jerks in overcoming the inertia ofrcarriage 5 and frame l12. Balance cable 17 is also attached to frame 12, at 12a.

Now referringmore particularlyto Fig. 4. This view shows a horiontalsect-ion through the column 1, near its top. The carriage 5 and frame 12l travel along a vertical slot,l

or pocket in column 1, and are hung ina balance with a-counterweight 22, through the medium `of cable 17, anda'bal/ance sheave 20, located near the top of the column 1. In case the barrier pay-outcables, within box 14, arev to be recoiled b hand, then the cable 17 will ybe dead-en ed on the top of counterweight 22. `Again in oase the reserve cables within box 14 are to be'recoiled mechanically,

Icounterweight, then the arrangement of parts is as follows: Gable 17 passing up from the top of frame 12, as shown in Figures2,

due to the potential energy of the .suspended 3 and 4, passes over balance sheave 20, at

the top of column. 1, shown best in Fig. 4,'

the flexible operating means 11 run, near the` top of the columns 1 and 1, which is also fully disclosed in my former applications for barrier patents.

Fig. 5 is a detailed tot` view of the two connecting sockets 8 and 13, showing a means consisting primarilyof standard cable end sockets, made to conform to a male and female hook-on and let-go arrangement, for the use and purpose disclosed.

Fig. 6 is a sectional side view of the same sockets 8 and 13, showing the slanting contact surfaces at 8a and 13a to indicate a means of deforming the inner sides of socket 13, and also the bulb end of socket 8, such that the two interlock more efficiently. This mcchanical .interlocking of these two sockets, is accomplished for the purpose of joining the two sockets together 1nechanically,'so that` they will not readily fall apart., as the reserve cables are being run out of the box 14.

It is evident that such a O'eneral barrier construction, as I have described above, may

be equipped either with or without' a side walk arm attached. Fig. 1' shows a sidewalk arm 25 attached to the barrier, as is disclosed more fully in my previous applications for barrier patents.

Having described the mechanical parts, which function at one end of the net 3, and within one of the columns, it is understood that thev same means are employed at the opposite end of the net, within the opposite column. f

By reference to the foregoing description it is apparent that I accomplish many advantages over the constructions of similar devices that are either in use or proposed for `commercial purposes, and I also provide an arrangement and construction of parts, which will withstand the usage expected of a device of this character, and add to the possibility of general adaption to public use of yielding barriers by removing the most-seriousvof objections, namely that of injuring the car and its occupants if they attempt to drive the machine, under the lowering barrier net.

while I ,have interfered and deeeribed.

of variation and modification, withoutde-l parting from the spirit of ythe invention. I,

in the standards, and means for attaching the ends of the net to the braking means, only'in the down or operative position.

2. A device comprising a flexible roadway barrier, a standard on- `-each side of the road, a carriage mounted slidably, within each standard, a net stretched between saidparriages, means :tor moving the carriages vertically simultaneously, braking means, means for attaching the ends of the net to the braking means, only in the down. or operative position, together with means for obstructing the adjacentl sidewalks simultaneously with the obstruction of the roadway.

3. A device comprising a flexible roadway barrier, a standard on each side of the road, a carriage mounted slidably within each standard, a net stretched between said car-A riages, means for moving the carriages vertically simultaneously, means forbalancing the carriages within the shell of the columns, yieldable braking meanswithin the standards, and means ior attaching the endsof the net to the yieldable braking means, only in the down or operative position.

4.- A device comprising a flexible roadway barrier, astandard on each side of the road, a carriage mounted sl-idably, within each standard, a net stretchedbetween said carriages, means for moving the carriages vertically simultaneously, means, for balancing the carriages, braking means within the standards, said balancing means serving also as means for recoiling thel pay-out braking parts, and means for attaching the ends of the net to the braking means, only in the down or operative position. i

5. A device comprising a flexible roadway barrier, a standard on each side of the road, a carriage mounte slidably, within each standard, a net stretched between said carriages, means for moving the carriages vertically simultaneously, means for balancing the carriages, braking means within the standards, the braking means contained within a box near the bases of said standards, said balancing means serving also as a means for recoiling the pay-out braking parts, and means for attaching the ends of the net to the braking means, only in the down or operative position.

6. A device comprising a ,flexible roadway barrier, a standard on each side of the road, a carriage mounted slidably, within each standard,-a net stretched between said carriages, means for movingthe carriages vertically simultaneously, means for balancing the carriages, automatically adjustable braking means contained within a box near ,the bases of said standards, means used for balancing, serving also as means for recoiling the pay-out braking parts, and means for attaching the ends of the net to the braking means, only in the down or operativeposition.

l u' 7. A yieldable barrier comprising a visible roadway net, means for suspending said net across a roadway, and means for. placing the net in operative position, said net being' ca- "pable of severance from the suspending means in positions other than operative.

` 8. A yieldable barrier comprising a visiblel roadway net, means for suspending' said net across a roadway, means for placing said net in operative position, and means attached to each end of said net when in operative position for retarding and stopping an impinging vehicle, said net being capable of severance from the suspending means in positions other than operative.

In testimony whereof, I have signed my name t6 this specification.I

EMERSON D. sAwYE'R. 

